Obstacle detection and manipulation by a vehicle within a dig site

ABSTRACT

This description provides an autonomous or semi-autonomous excavation vehicle that is capable determining a route between a start point and an end point in a site and navigating over the route. The sensors collect any or more of spatial, imaging, measurement, and location data to detect an obstacle between two locations within the site. Based on the collected data and identified obstacles, the excavation vehicle generates unobstructed routes circumventing the obstacles, obstructed routes traveling through the obstacles, and instructions for removing certain modifiable obstacles. The excavation vehicle determines and selects the shortest route of the unobstructed and obstructed route and navigates over the selected path to move within the site.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/996,408 filed on Jun. 1, 2018, now U.S. Pat. No. 10,761,537 whichclaims the benefit of U.S. Provisional Application No. 62/514,341, filedon Jun. 2, 2017, each of which is incorporated herein by reference inits entirety.

BACKGROUND Field of Art

The disclosure relates generally to method for excavating earth from adig site, and more specifically to excavating earth using a vehicleoperated using a sensor assembly coupled to control the vehicle.

Description of the Related Art

Vehicles, for example backhoes, loaders, and excavators, generallycategorized as excavation vehicles, are used to excavate earth fromlocations. Currently, operation of these excavation vehicles is veryexpensive as each vehicle requires a manual operator be available andpresent during the entire excavation. Further complicating the field,there is an insufficient labor force skilled enough to meet the demandfor operating these vehicles. Because they must be operated manually,excavation can only be performed during the day, extending the durationof excavation projects and further increasing overall costs. Thedependence of current excavation vehicles on manual operators increasesthe risk of human error during excavations and reduce the quality ofwork done at the site.

SUMMARY

Described is an autonomous or semi-autonomous excavation system thatunifies an excavation vehicle with a sensor system for excavating earthfrom a site. The excavation system controls and navigates an excavationvehicle within a site. The excavation system uses a combination ofsensors integrated into the excavation vehicle to record the positionsand orientations of the various components of the excavation vehicleand/or the conditions of the surrounding earth. Data recorded by thesensors may be aggregated or processed in various ways, for example, togenerate digital representations of the site and instructions forexcavating earth from the site, determine and control the movement ofthe vehicle over routes within the site, and perform other tasksdescribed herein.

According to an embodiment, a method for determining a route for theexcavation vehicle between a start point and an end point includesdetecting an obstacle between the start point and the end point using asensor mounted to the excavation vehicle. The start and end points arerepresented as individual coordinates within the coordinate space. Acomputer communicatively coupled to the excavation vehicle executing aset of instructions including generating, for the detected obstacle, aset of removal tool paths which when executed by the excavation vehiclewill remove the obstacle from the site. The computer generates anobstructed route and unobstructed route between start point and the endpoint. The obstructed route travels through the detected obstacle andthe unobstructed route circumvents the detected obstacle. For theobstructed route, the computer evaluates a cost function for theexcavation vehicle to navigate from the start point to the end pointover a plurality of passes and a secondary cost function for theexcavation vehicle to execute the previously generated set of removaltool paths. For the unobstructed route, the computer evaluates a costfunction for the excavation vehicle to navigate from the start point tothe end point over the plurality of passes. The computer selects theroute with the smaller cost value based on the cost functions andnavigates the excavation vehicle over the selected route.

The described excavation system reduces the cost of excavating a site byreducing the need for manual labor, by obtaining actionable informationthat helps design and increase the efficiency of the excavation project,and by improving the overall quality and precision of the project bycarrying out consistent, repeatable actions in accordance withexcavation plans.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 shows an excavation system for excavating earth, according to anembodiment.

FIG. 2A illustrates the example placement of sensors for a compact trackloader, according to an embodiment.

FIG. 2B illustrates the example placement of sensors for an excavator,according to an embodiment.

FIG. 3 is a high-level block diagram illustrating an example of acomputing device used in an on-unit computer, off-unit computer, and/ordatabase server, according to an embodiment.

FIG. 4A is a diagram of the system architecture for the preparationmodule of an on-unit or off-unit computer, according to an embodiment.

FIG. 4B shows an example flowchart describing the process for thepreparation module to prepare a digital terrain model of the site,according to an embodiment.

FIG. 5 illustrates an exemplary digital terrain model generated by thedigital mapping module, according to an embodiment

FIG. 6 illustrates an example coordinate space in which an excavationvehicle navigates within a dig site, according to an embodiment.

FIG. 7A is a diagram of the system architecture for the route generationmodule of the excavation vehicle, according to an embodiment.

FIG. 7B shows an example flowchart describing the process for the routegeneration module to select the shortest route between two locationswithin the site, according to an embodiment.

FIG. 8 shows an example flowchart describing the process for optimizinga set of removal tool paths, according to an embodiment.

The figures depict various embodiments of the presented invention forpurposes of illustration only. One skilled in the art will readilyrecognize from the following discussion that alternative embodiments ofthe structures and methods illustrated herein may be employed withoutdeparting from the principles described herein.

DETAILED DESCRIPTION

I. Excavation System

FIG. 1 shows an excavation system 100 for excavating earth autonomouslyor semi-autonomously from a dig site using a suite of one or moresensors 170 mounted on an excavation vehicle 115 to record datadescribing the state of the excavation vehicle 115 and the excavatedsite. As examples, FIGS. 2A and 2B illustrate the example placement ofsensors for a compact track loader and an excavator, respectively,according to example embodiments. FIGS. 1-2B are discussed together inthe following section for clarity.

The excavation system 100 includes a set of components physicallycoupled to the excavation vehicle 115. These include a sensor assembly110, the excavation vehicle 115 itself, a digital or analog electricalcontroller 150, and an on-unit computer 120 a. The sensor assembly 110includes one or more of any of the following types of sensors:measurement sensors 125, spatial sensors 130, imaging sensors 135, andposition sensors 145.

Each of these components will be discussed further below in theremaining sub-sections of FIG. 1 . Although FIG. 1 illustrates only asingle instance of most of the components of the excavation system 100,in practice more than one of each component may be present, andadditional or fewer components may be used different than thosedescribed herein.

I.A. Excavation Vehicle

The excavation vehicle 115 is an item of heavy equipment designed toexcavate earth from a hole within a dig site. Excavation vehicles 115are typically large and capable of moving large volumes of earth at asingle time, particularly relative to what an individual human can moveby hand. As described herein, excavation refers generally to movingearth or materials within the site, for example to dig a hole, fill ahole, level a mound, or to deposit a volume of earth or materials from afirst location to a second location. Materials, for example pieces ofwood, metal, or concrete may be moved using a forklift, or otherfunctionally similar machines. Generally, excavation vehicles 115excavate earth by scraping or digging earth from beneath the groundsurface. Examples of excavation vehicles 115 within the scope of thisdescription include, but are not limited to loaders such as backhoeloaders, track loaders, wheel loaders, skid steer loaders, scrapers,graders, bulldozers, compactors, excavators, mini-excavators, trenchers,skip loaders.

Among other components, excavation vehicles 115 generally include achassis 205, a drive system 210, an excavation tool 175, an engine (notshown), an on-board sensor assembly 110, and a controller 150. Thechassis 205 is the frame upon on which all other components arephysically mounted. The drive system 210 gives the excavation vehicle115 mobility through the excavation site. The excavation tool 175includes not only the instrument collecting dirt, such as a bucket orshovel, but also any articulated elements for positioning the instrumentfor the collection, measurement, and dumping of dirt. For example, in anexcavator or loader the excavation tool refers not only the bucket butalso the multi-element arm that adjusts the position and orientation ofthe tool.

The engine powers both the drive system 210 and the excavation tool 175.The engine may be an internal combustion engine, or an alternative powerplant, such as an electric motor or battery. In many excavation vehicles115, the engine powers the drive system 210 and the excavation toolcommonly through a single hydraulic system, however other means ofactuation may also be used. A common property of hydraulic systems usedwithin excavation vehicles 115 is that the hydraulic capacity of thevehicle 115 is shared between the drive system 210 and the excavationtool. In some embodiments, the instructions and control logic for theexcavation vehicle 115 to operate autonomously and semi-autonomouslyincludes instructions relating to determinations about how and underwhat circumstances to allocate the hydraulic capacity of the hydraulicsystem.

I.B. Sensor Assembly

As introduced above, the sensor assembly 110 includes a combination ofone or more of: measurement sensors 125, spatial sensors 130, imagingsensors 135, and position sensors 145. The sensor assembly 110 isconfigured to collect data related to the excavation vehicle 115 andenvironmental data surrounding the excavation vehicle 115. Thecontroller 150 is configured to receive the data from the assembly 110and carry out the instructions of the excavation routine provided by thecomputers 120 based on the recorded data. This includes control thedrive system 210 to move the position of the tool based on theenvironmental data, a location of the excavation vehicle 115, and theexcavation routine.

Sensors 170 are either removably mounted to the excavation vehicle 115without impeding the operation of the excavation vehicle 115, or thesensor is an integrated component that is a native part of theexcavation vehicle 115 as made available by its manufacturer. Eachsensor transmits the data in real-time or as soon as a networkconnection is achieved, automatically without input from the excavationvehicle 115 or a human operator. Data recorded by the sensors 170 isused by the controller 150 and/or on-unit computer 120 a for analysisof, generation of and carrying out of excavation routines, among othertasks.

Position sensors 145 provide a position of the excavation vehicle 115.This may be a localized position within a dig site, or a global positionwith respect latitude/longitude, or some other external referencesystem. In one embodiment, a position sensor is a global positioningsystem interfacing with a static local ground-based GPS node mounted tothe excavation vehicle 115 to output a position of the excavationvehicle 115.

Spatial sensors 130 output a three-dimensional map in the form of athree-dimensional point cloud representing distances between one meterand fifty meters between the spatial sensors 130 and the ground surfaceor any objects within the field of view of the spatial sensor 130, insome cases per rotation of the spatial sensor 130. In one embodiment,spatial sensors 130 include a set of light emitters (e.g., Infrared(IR)) configured to project structured light into a field near theexcavation vehicle 115, a set of detectors (e.g., IR cameras), and aprocessor configured to transform data received by the infrareddetectors into a point cloud representation of the three-dimensionalvolume captured by the detectors as measured by structured lightreflected by the environment. In one embodiment, the spatial sensor 130is a LIDAR sensor having a scan cycle that sweeps through an angularrange capturing some or all of the volume of space surrounding theexcavation vehicle 115. Other types of spatial sensors 130 may be used,including time-of-flight sensors, ultrasonic sensors, and radar sensors.

Imaging sensors 135 capture still or moving-video representations of theground surface, objects, and environment surrounding the excavationvehicle 115. Examples imaging sensors 135 include, but are not limitedto, stereo RGB cameras, structure from motion cameras, and monocular RGBcameras. In one embodiment, each camera can output a video feedcontaining a sequence of digital photographic images at a rate of 20 Hz.In one embodiment, multiple imaging sensors 135 are mounted such thateach imaging sensor captures some portion of the entire 360 degreeangular range around the vehicle. For example, front, rear, leftlateral, and right lateral imaging sensors may be mounted to capture theentire angular range around the excavation vehicle 115.

Measurement sensors 125 generally measure properties of the ambientenvironment, or properties of the excavation vehicle 115 itself. Theseproperties may include tool position/orientation, relative articulationof the various joints of the arm supporting the tool, vehicle 115 speed,ambient temperature, hydraulic pressure (either relative to capacity orabsolute) including how much hydraulic capacity is being used by thedrive system 210 and the excavation tool separately. A variety ofpossible measurement sensors 125 may be used, including hydraulicpressure sensors, linear encoders, radial encoders, inertial measurementunit sensors, incline sensors, accelerometers, strain gauges,gyroscopes, and string encoders.

There are a number of different ways for the sensor assembly 110generally and the individual sensors specifically to be constructedand/or mounted to the excavation vehicle 115. This will also depend inpart on the construction of the excavation vehicle 115. Using thecompact track loader of FIG. 2A as an example, the representations withdiagonal crosshatching represent the example placements of a set ofmeasurement sensors 125, the representation with diamond crosshatchingrepresent example placements of a set of spatial sensors 130, and therepresentations with grid crosshatching represent example placements ofa set of position sensors 145. Using the excavator of FIG. 2B as anotherexample, diagonal crosshatchings represent measurement sensors 125,diamond crosshatchings represent spatial sensors 130, and gridcrosshatchings represent position sensors 145. Additionally verticalcrosshatchings near the drive system 210 represent example placementsfor a linear encoder 210 and horizontal crosshatchings near the roofrepresent imaging sensors 135, for example RGB cameras.

Generally, individual sensors as well as the sensor assembly 110 itselfrange in complexity from simplistic measurement devices that outputanalog or electrical systems electrically coupled to a network bus orother communicative network, to more complicated devices which includetheir own onboard computer processors, memory, and the communicationsadapters (similar to on-unit computer 120 a). Regardless ofconstruction, the sensors and/or sensor assembly together function torecord, store, and report information to the computers 120. Any givensensor may record or the sensor assembly may append to recorded data atime stamps for when data was recorded.

The sensor assembly 110 may include its own network adapter (not shown)that communicates with the computers 120 either through either a wiredor wireless connection. For wireless connections, the network adaptermay be a Bluetooth Low Energy (BTLE) wireless transmitter, infrared, or802.11 based connection. For wired connection, a wide variety ofcommunications standards and related architecture may be used, includingEthernet, a Controller Area Network (CAN) Bus, or similar.

In the case of a BTLE connection, After the sensor assembly 110 andon-unit computer 120 a have been paired with each other using a BLTEpasskey, the sensor assembly 110 automatically synchronizes andcommunicates information relating to the excavation of a site to theon-site computer 120 a. If the sensor assembly 110 has not been pairedwith the on-unit computer 120 prior to the excavation of a site, theinformation is stored locally until such a pairing occurs. Upon pairing,the sensor assembly 110 communicates any stored data to the on-sitecomputer 120 a.

The sensor assembly 110 may be configured to communicate received datato any one of the controller 150 of the excavation vehicle 115, theon-unit computer 120 a, as well as the off-unit computer 120 b. Forexample, if the network adapter of the sensor assembly 110 is configuredto communicate via a wireless standard such as 802.11 or LTE, theadapter may exchange data with a wireless access point such as awireless router, which may in turn communicate with the off-unitcomputer 120 b and also on-unit computer 120 a. This type oftransmission may be redundant, but it can help ensure that recorded dataarrives at the off-unit computer 120 b for consumption and decisionmaking by a manual operator, while also providing the data to theon-unit computer 120 a for autonomous or semi-autonomous decision makingin the carrying out of the excavation plan.

I.C. On-Unit Computer

Data collected by the sensors 170 is communicated to the on-unitcomputer 120 a to assist in the design or carrying out of an excavationroutine. Generally, excavation routines are sets of computer programinstructions that, when executed control the various controllable inputsof the excavation vehicle 115 to carry out an excavation-related task.The controllable input of the excavation vehicle 115 may include thejoystick controlling the drive system 210 and excavation tool and anydirectly-controllable articulable elements, or some controller 150associated input to those controllable elements, such as an analog orelectrical circuit that responds to joystick inputs.

Generally, excavation-related tasks and excavation routines are broadlydefined to include any task that can be feasibly carried out by anexcavation routine. Examples include, but are not limited to: dig sitepreparation routines, digging routines, fill estimate routines, volumecheck routines, dump routines, wall cutback routines,backfill/compaction routines. Examples of these routines are describedfurther below. In addition to instructions, excavation routines includedata characterizing the site and the amount and locations of earth to beexcavated. Examples of such data include, but are not limited to, adigital file, sensor data, a digital terrain model, and one or more toolpaths. Examples of such data are further described below.

The excavation vehicle 115 is designed to carry out the set ofinstructions of an excavation routine either entirely autonomously orsemi-autonomously. Here, semi-autonomous refers to an excavation vehicle115 that not only responds to the instructions but also to a manualoperator. Manual operators of the excavation vehicle 115 may be monitorthe excavation routine from inside of the excavation vehicle 115 usingthe on-unit computer 120 a or remotely using an off-unit computer 120 bfrom outside of the excavation vehicle, on-site, or off-site. Manualoperation may take the form of manual input to the joystick, forexample. Sensor data is received by the on-unit computer 120 a andassists in the carrying out of those instructions, for example bymodifying exactly what inputs are provided to the controller 150 inorder to achieve the instructions to be accomplished as part of theexcavation routine.

The on-unit computer 120 a may also exchange information with theoff-unit computer 120 b and/or other excavation vehicles (not shown)connected through network 105. For example, an excavation vehicle 115may communicate data recorded by one excavation vehicle 115 to a fleetof additional excavation vehicle 115 s that may be used at the samesite. Similarly, through the network 105, the computers 120 may deliverdata regarding a specific site to a central location from which thefleet of excavation vehicle 115 s are stored. This may involve theexcavation vehicle 115 exchanging data with the off-unit computer, whichin turn can initiate a process to generate the set of instructions forexcavating the earth and to deliver the instructions to anotherexcavation vehicle 115. Similarly, the excavation vehicle 115 may alsoreceive data sent by other sensor assemblies 110 of other excavationvehicles 115 as communicated between computers 120 over network 105.

The on-unit computer 120 a may also process the data received from thesensor assembly 110. Processing generally takes sensor data that in a“raw” format may not be directly usable, and converts into a form thatuseful for another type of processing. For example, the on unit computer120 a may fuse data from the various sensors into a real-time scan ofthe ground surface of the site around the excavation vehicle 115. Thismay comprise fusing the point clouds of various spatial sensors 130, thestitching of images from multiple imaging sensors 135, and theregistration of images and point clouds relative to each other orrelative to data regarding an external reference frame as provided byposition sensors 145 or other data. Processing may also include upsampling, down sampling, interpolation, filtering, smoothing, or otherrelated techniques.

I.D. Off-Unit Computer

The off-unit computer 120 b includes a software architecture forsupporting access and use of the excavation system 100 by many differentexcavation vehicles 115 through network 105, and thus at a high levelcan be generally characterized as a cloud-based system. Any operationsor processing performed by the on-unit computer 120 a may also beperformed similarly by the off-unit computer 120 b.

In some instances, the operation of the excavation vehicle 115 ismonitored by a human operator. Human operators, when necessary, may haltor override the automated excavation process and manually operate theexcavation vehicle 115 in response to observations made regarding thefeatures or the properties of the site. Monitoring by a human operatormay include remote oversight of the whole excavation routine or aportion of it. Human operation of the excavation vehicle 115 may alsoinclude manual control of the joysticks of the excavation vehicle 115for portions of the excavation routine (i.e., preparation routine,digging routine, etc.). Additionally, when appropriate, human operatorsmay override all or a part of the set of instructions and/or excavationroutine carried out by the on-unit computer 120 a.

I.E. General Computer Structure

The on-unit 120 a and off-unit 120 b computers may be generic or specialpurpose computers. A simplified example of the components of an examplecomputer according to one embodiment is illustrated in FIG. 3 .

FIG. 3 is a high-level block diagram illustrating physical components ofan example off-unit computer 120 b from FIG. 1 , according to oneembodiment. Illustrated is a chipset 305 coupled to at least oneprocessor 310. Coupled to the chipset 305 is volatile memory 315, anetwork adapter 320, an input/output (I/O) device(s) 325, and a storagedevice 330 representing a non-volatile memory. In one implementation,the functionality of the chipset 305 is provided by a memory controller335 and an I/O controller 340. In another embodiment, the memory 315 iscoupled directly to the processor 310 instead of the chipset 305. Insome embodiments, memory 315 includes high-speed random access memory(RAM), such as DRAM, SRAM, DDR RAM or other random access solid statememory devices.

The storage device 330 is any non-transitory computer-readable storagemedium, such as a hard drive, compact disk read-only memory (CD-ROM),DVD, or a solid-state memory device. The memory 315 holds instructionsand data used by the processor 310. The I/O controller 340 is coupled toreceive input from the machine controller 150 and the sensor assembly110, as described in FIG. 1 , and displays data using the I/O devices345. The I/O device 345 may be a touch input surface (capacitive orotherwise), a mouse, track ball, or other type of pointing device, akeyboard, or another form of input device. The network adapter 320couples the off-unit computer 120 b to the network 105.

As is known in the art, a computer 120 can have different and/or othercomponents than those shown in FIG. 2 . In addition, the computer 120can lack certain illustrated components. In one embodiment, a computer120 acting as server may lack a dedicated I/O device 345. Moreover, thestorage device 330 can be local and/or remote from the computer 120(such as embodied within a storage area network (SAN)), and, in oneembodiment, the storage device 330 is not a CD-ROM device or a DVDdevice.

Generally, the exact physical components used in the on-unit 120 a andoff-unit 120 b computers will vary. For example, the on-unit computer120 a will be communicatively coupled to the controller 150 and sensorassembly 110 differently than the off-unit computer 120 b.

Typically the off-unit computer 120 b will be a server class system thatuses powerful processors, large memory, and faster network componentscompared to the on-unit computer 120 a, however this is not necessarilythe case. Such a server computer typically has large secondary storage,for example, using a RAID (redundant array of independent disks) arrayand/or by establishing a relationship with an independent contentdelivery network (CDN) contracted to store, exchange and transmit datasuch as the asthma notifications contemplated above. Additionally, thecomputing system includes an operating system, for example, a UNIXoperating system, LINUX operating system, or a WINDOWS operating system.The operating system manages the hardware and software resources of theoff-unit computer 120 b and also provides various services, for example,process management, input/output of data, management of peripheraldevices, and so on. The operating system provides various functions formanaging files stored on a device, for example, creating a new file,moving or copying files, transferring files to a remote system, and soon.

As is known in the art, the computer 120 is adapted to execute computerprogram modules for providing functionality described herein. A modulecan be implemented in hardware, firmware, and/or software. In oneembodiment, program modules are stored on the storage device 330, loadedinto the memory 315, and executed by the processor 310.

I.F. Network

The network 105 represents the various wired and wireless communicationpathways between the computers 120, the sensor assembly 110, and theexcavation vehicle 115. Network 105 uses standard Internetcommunications technologies and/or protocols. Thus, the network 105 caninclude links using technologies such as Ethernet, IEEE 802.11,integrated services digital network (ISDN), asynchronous transfer mode(ATM), etc. Similarly, the networking protocols used on the network 150can include the transmission control protocol/Internet protocol(TCP/IP), the hypertext transport protocol (HTTP), the simple mailtransfer protocol (SMTP), the file transfer protocol (FTP), etc. Thedata exchanged over the network 105F can be represented usingtechnologies and/or formats including the hypertext markup language(HTML), the extensible markup language (XML), etc. In addition, all orsome links can be encrypted using conventional encryption technologiessuch as the secure sockets layer (SSL), Secure HTTP (HTTPS) and/orvirtual private networks (VPNs). In another embodiment, the entities canuse custom and/or dedicated data communications technologies instead of,or in addition to, the ones described above.

II. Digital Terrain Model Preparation

II.A Preparation Routine

FIG. 4A is a diagram of the system architecture for the preparationmodule 400 of an on-unit or off-unit computer 120, according to anembodiment. The preparation module 400 of an on-site or off-unitgenerates a digital terrain model detailing one or more plurality ofactions or movements which can be followed by the excavation vehicle115. The system architecture of the preparation module 400 comprises asite boundary module 405, a start map generator 410, a dump pile locator415, a digital file store 420, a digital mapping module 425, and a toolpath generator. In other embodiments, the preparation module 400 mayinclude more or fewer modules. Functionality, indicated as beingperformed by a particular module may be performed by other modulesinstead.

The site boundary module 405 receives, determines, and applies one ormore site boundaries representing geospatial boundaries of the perimeterof the site. In some implementations, a site boundary also includes oneor more access points through which an excavation vehicle 115 may enteror exit the site before or after excavating the hole. The site boundarymodule 405 may present an interface (not shown) to an operator toidentify the geofenced perimeter assigned to excavation vehicle 115 forthe job site within which the excavation vehicle 115 may remain duringsubsequent processes, for example mapping, pre-dig leveling, andexcavating. In one implementation, the access point defines a limit tothe excavation vehicle 115 access to the job site such that the operatormay account for the presence of obstacles and human operators within thesite during subsequent processes.

In some implementations, the site boundary interface presents tooperators a visual representation of the site. The visual representationmay be generated using a manual site survey, an aerial photographysystem flown over the site, or a satellite image of the site. The siteboundary interface may prompt operators to define the site boundarybased on the locations of vertices of the boundary. The site boundaryinterface may similarly prompt operators to define a boundary of thehole using vertices of the hole boundary. Using the site boundaryinterface, the operator may define the site boundaries prior to thearrival of the excavation vehicle 115 on the job site.

An operator refers to a human technician or user responsible for settingup, overseeing, and maintaining the operation of the excavation vehicle115 within the site. In one implementation, the operator manuallynavigates the excavation vehicle 115, by remote control of directcontrol over the vehicle, along the site boundaries while one or moreposition sensors 145 record location information associated with thesite boundaries. Using the recorded location information, the siteboundary module 405 generates a representation of the site boundarieswithin the coordinate space. Manual navigation of the excavation vehicle115 may be performed via remote control or direct control over thevehicle. Remote control of the vehicle may be performed using a handheldcontroller, for example, (e.g., a tablet computer or smartphone)communicatively coupled to a mobile computing device (e.g., a laptopcomputer) capable of wirelessly communicating control signals to theexcavation vehicle 115. In alternate implementations, the computer 120implements a different set of methods or techniques to retrieve or tointerface with an operator to define a site boundary.

The start map generator 410 generates, in real-time, a representation ofthe initial ground surface within the site boundary prior to anyexcavation routine. The excavation vehicle 115 may be deployed tonavigate over the ground surface within the site boundaries to map thejob site using a combination of spatial sensors 130, imaging sensors135, and position sensors 140. Information recorded by the imagingsensors 135, the position sensors 140, and the spatial sensors 130 isreceived by the start map generator 410 and processed to generate anaccurate start map. Information recorded by imaging sensors 135identifies features within the site boundaries, while informationrecorded by position sensors 140 identifies the locations of thosefeatures within the site boundaries. Features of the ground surfacerefer to variations from a threshold height of the ground surface, forexample mounds of earth extending above the ground surface of sinksextending below the ground surface. Spatial sensors 130 provide depth orheight measurements for each feature to generate a three-dimensionalstart map. While navigating within the site boundaries, the excavationvehicle 115 may sample the spatial sensors 130 to record depth imagesrepresenting distances between the excavation vehicle 115 and one ormore surfaces within the site.

Simultaneously, the excavation vehicle 115 may also periodically readgeospatial location and orientation information recorded by the positionsensors 140, for example latitude, longitude, altitude, pitch, yaw, androll of a reference point. Examples of spatial sensors include, but arenot limited to, compass sensors, multi-axis gyroscopes, and multi-axisaccelerometers integrated into the excavation vehicle 115. In someimplementations, position sensors 130 communicate with a referencesensor placed within or in proximity to the site, for example mounted toa stake positioned within the ground, enabling the position sensors toreduce error in calculations of the actual location of features and theexcavation vehicle 115 within the site. The start map generator 410 mayrelate geospatial location and orientation data recorded by the positionsensors 130 with the spatial information recorded by spatial sensors 130and the known extrinsic parameters for the spatial sensors (e.g., anangle from each sensor mounted to the EV to a reference point within thesite) to generated a three-dimensional start map representing areal-time 3D profile of the ground surface within the site boundaries.In alternate implementations, the data recorded by the spatial sensors130, the image sensors 135, and the position sensors 140 may betransmitted to the off-unit computer 120 b such that the generation ofthe 3D start map may occur a later time. In such an implementation,prior to excavating the hole, the excavation vehicle 115 accesses the 3Dstart map from the computer memory.

Based on the 3D start map describing initial features within the, thedump pile locator 415 selects a location of a dump pile within the siteand updates the 3D start map based on that position. While excavatingthe hole, the excavation vehicle 115 moves earth from the excavated holeto the dump pile. In one implementation, to reduce a total volume ofearth moved by the excavation vehicle 115 during a pre-excavationleveling routine (described in further detail below in Section III andIV), the dump pile locator 415 may position the dump pile over thedeepest sink within the site. During excavation, the excavation vehicle115 deposits excavated earth from the excavated hole at the dump pile,filling the sink to level it with the ground surface, rather than movingearth prior to the excavation to level the sink. Additionally, the dumppile locator 415 may position the dump pile a sufficient distance fromthe hole to limit the risk of the dump pile falling back into the hole.A sufficient distance may be determined based on a static presetdistance from the excavation cavity or an offset from the excavationcavity proportional to the volume of the excavation cavity. The dumppile locator 415 may also account for additional features within thesite and position the dump pile at a sufficient distance from otherfeatures within the site.

In implementations in which multiple features are eligible for thelocation of the dump pile, the dump pile locator 415 calculates a lengthof time for the excavation vehicle 115 to travel from the hole to eachfeature and selects the feature with the shortest travel time. Thelength of time for the excavation vehicle 115 to travel from the hole toa feature may also include the amount of time for the excavation vehicle115 to release earth onto the dump pile and return to the hole tocontinue excavating.

Additionally, the dump pile locator 415 may account for the estimatedmaximum size of the dump pile, the estimated compaction factor of theexcavated earth, and the estimated swell factor of the excavated earthwhen selecting a position of the dump pile 515.

In some implementations, after selecting a location of the dump pile,the dump pile locators 415 presents a confirmation interface to theoperator to confirm the location. The confirmation interface may presentthe 3D start map including the proposed location of the dump pile formanual confirmation by the user. Should the operator decide toreposition the location of the dump pile (e.g., if the proposed locationcovers a drain field for an on-site septic system), the operator mayreject the proposed location, prompting the dump pile location 515 toselect an alternative location and update the interface accordingly. Toselect an alternative dump pile location, the dump pile locator 415implements steps similar to those described above without consideringthe previously proposed location. Alternatively, an operator mayinteract with the interface to manually select an alternative locationfor the dump pile by highlighting features or locations in the 3D startmap.

In another implementation, the dump pile locator 415 may position thedump pile such that the excavation vehicle 115 follows a linear pathfrom the hole to the dump pile while avoiding obstacles or featureswithin the site boundaries. Obstacles are further described below inSection III.B.

The digital file store 420 maintains one or more digital files, accessedfrom a remote database. Digital files may be represented as image filesdescribing the geographic layout of the site as a function of locationwithin the coordinate space of the site, with different imagesrepresenting a hole, dump pile, an entry ramp, etc. Geographic locationsin the coordinate space may be represented as one or more two or threedimensional points. The digital file may also include data describinghow the excavation vehicle 115 ought to interact with each locationdiscussed in the digital file. The digital files stored in the digitalfile store 420 may also include a digital file representing a targetstate of the site once all excavation has been completed. Digital filesmay be constructed using known computer programs and file types, such asa Computer Aided Design (CAD) file or a Building Information Modeling(BIM) file.

For example, the hole may be characterized by a set of target volumedimensions which should be achieved upon the conclusion of theexcavation routine. At a boundary of the hole, the digital file may alsoinclude a ramp. Geometrically, the width of the ramp is generallygreater than the maximum width of the combination of the excavationvehicle 115 and the tool.

When appropriate, the digital file may also describe the location offiducials representing technical pieces of equipment previously placedat the site such as stakes with active emitters and grade stakes. Inalternate instances, the locations of the fiducials may be manuallyinput to a computer 120 based on the records of a human operator.

The digital mapping module 425 generates digital terrain models based ona comparison between the representation of the target state of the site,accessed from the digital file store 420, and the representation of theinitial state of the site, generated by the start map generator 410. Byaligning in the coordinate space of the site, the digital file,representing the target state of the site, with the 3D start map,representing the initial state of the site, differences between the tworepresentations can be identified by the computer 120. For example, thecomputer 120 may determine a volume of earth to be excavated to form theplanned hole from the digital file. In one embodiment, the tworepresentations (the digital file and the contextual data) are aligned(or register) using the known locations of fiducials and other locationswithin the site common to both representations. Position data from aposition sensor 145 such as a GPS may also be used to perform thealignment. Algorithms, such as Iterative Closest Point (ICP) may be usedto align the two representations. The boundaries of the sites providedby both representation may also be used to perform the alignment. In oneembodiment, for every point pair in the actual/target representations,if the difference in elevation (e.g., Z-axis relative to the groundplane) is greater than a threshold, it is multiplied by the resolutionof the representation to calculate a voxel volume, and is then summedtogether. This can performed at multiple points to determine how the tworepresentations should be adjusted relative to each other along an axisto align them.

In one implementation, the digital mapping module 425 is generated byaligning the 3D start map of the site with the digital file of theplanned excavation for the site. By receiving location information froma static geospatial reference sensor positioned at a corner of the site,the digital terrain model assigns a reference marker to thecorresponding location on the coordinate spaces of both the 3D start mapand the digital file, aligns the vertical axis of both coordinatespaces, and sets a yaw angle of the virtual 3D excavation cavity basedon a compass orientation of the excavation cavity extracted from thecut/fill diagram. The digital mapping module 425 may adjust the altitudeof the reference marker within the start map to align a peak of the holedefined by the digital file to a peak of the initial state of the sitedescribed by the 3D start map or based on an altitude of the holespecified in the digital file,

The digital terrain model also includes nuanced considerations for theexcavation of the planned hole such as implementing one or more cutbacksand slope backs, as described in the received digital file. Cutbacksdescribe the raised surfaces within the planned hole and slope backsdescribe the sloped incline of the boundaries of the planned hole. Theimplemented tool paths incorporate the creation of the one or morecutbacks and slope backs within the planned hole. Further, to generatethe cutbacks, the tool may collect a volume of earth and use one or moresensors to obtain a soil cohesion measurement based on the collectedvolume of earth. Based on various soil properties, described in furtherdetail below, the computers 120 may access a soil cohesion measurementfrom a remote server. Based on the received soil cohesion measurements,the computers 120 generate one or more geometric parameters describingthe cutback and incorporate those parameters into the digital terrainmodel. The digital mapping module 425 may also receive informationdescribing the potential locations for any human operators within thehole and adjusts the geometric parameters for the cutback based on theselocations. For example, if a human operators will not be entering thehole, the cutback angle at that edge is smaller compared to if a humanis planning on entering the hole. Additionally, the digital mappingmodule 425 receives an estimate of the length of time for the site to beexcavated and, to prevent cave-ins, updates the instructions for thecutback accordingly.

Using the digital terrain model, the tool path generator 430 generatesone or more tool paths for the excavation vehicle 115 to move a toolover in order to excavate the volume of earth as part of the excavationroutine, remove obstacles obstructed the navigation of the excavationvehicle 115, or to release contents onto a dump pile. Generally, a toolpath provides geographical steps and corresponding coordinates for theexcavation vehicle 115 and/or excavation tool to traverse within thesite 505, for example an avoidance sub-route. In addition, tool pathsdescribe actions performed by the excavation tool mounted to theexcavation vehicle 115, for example adjustments in the position of thetool at different heights above the ground surface and depths below theground surface. When the site 505 is represented in the digital terrainmodel as a coordinate space, as described above, a tool path includes aset of coordinates within the coordinate space. When a set ofinstructions call for the excavation vehicle 115 to adjust the toolmounted to the excavation vehicle 115 to excavate earth, dump earth,break down an obstacle, or execute another task the tool path alsoincludes a set of coordinates describing the height, position, andorientation of the tool within the coordinate space of the site 505.When describing the excavation of a hole, a tool path further representsa measure of volume relative to the volume of the planned hole. Forexample, if a hole is 4″ wide, 3″ long, and 2″ deep, a single tool pathincludes coordinates within the 12″ area of the coordinate space and, ateach coordinate, places the tool at a depth of 2″ in order to excavatethe hole using a single tool path. Tool paths may describe a variety ofshapes representing a variety of excavation techniques, for examplesubstantially rectangular pathways in two dimensions, substantiallytriangular pathways in two dimensions, hyperrectangular pathways inthree dimensions, hyperrectangular pathways in three dimensions,elliptic pathways in two dimensions, hyperelliptic pathways in threedimensions, or curved lines along the plane of the ground surface.

Some tool paths achieve goals other than digging. For example, the lasttool path used at the conclusion of the excavation of the hole may bereferred to as a finish tool path, which digs minimal to no volume andwhich is used merely to even the surface of the bottom of the dug hole.While moving through the finish tool path, the tool excavates less earthfrom the hole than in previous tool paths by adjusting the depth of theleading edge or the angle of the tool beneath the ground surface. Toconclude the digging routine, the excavation vehicle 115 adjusts anon-leading edge of the tool and reduces the speed of the drive.

For holes of greater volumes or requiring a graded excavation, multipletool paths may be implemented at different offsets from the finish toolpath. For example, if three tool paths are required to excavate a 6″deep hole, the first may be executed at a depth of 3″, the second at adepth 2″, and the third at a depth of 1″. As a result, a tool path mayrepresent only a fraction of the volume of excavated earth. In oneembodiment, the number of tool paths may be calculated by dividing thetarget depth of the hole by the maximum depth that each tool path iscapable of. In some instances, the maximum depth that each tool path iscapable of is also defined by the dimensions of the tool 175 attached tothe excavation vehicle 115. In other embodiments, the tool paths may bemanually generated using the off-unit computer 120 b.

Additionally, tool paths may not describe the shape of the hole inthree-dimensions, instead removing the depth measurement to only specifya two-dimensional pathway or two-dimensional plane in the three or twodimensional coordinate system. In such instances, the depth instructionsfor how deep to dig with a tool path may be provided for separately inthe set of instructions.

Tool paths are defined based on several factors including, but notlimited to, the composition of the soil, the properties of the toolbeing used to excavate the hole, the properties of the drive system 210moving the tool, and the properties of the excavation vehicle 115.Example properties of the excavation tool 175 and excavation vehicle 115include the size of the tool, the weight of the excavation tool, and theforce exerted on the excavation tool 175 in contact with the groundsurface of the site.

II.B Example Process Flow

To implement the system architecture of the preparation module 400, FIG.4B shows an example flowchart describing the process for preparationmodule 400 to prepare a digital terrain model of the site, according toan embodiment. As described above, the excavation vehicle 115 navigatesover the perimeter of the site to identify 450 site boundaries usinginformation recorded by one or more position sensors 145. The siteboundary module 405 receives data from the position sensors 145 andprocesses that data to generate a geospatial perimeter representing theboundaries of the site. In some implementations, site boundaries aremanually identified by an operator through an interface presented by thesite boundary module 405.

After identifying the boundaries of the site, the excavation vehicle 115navigates 455 within the site to record contextual data describing thesite, for example holes in the ground surface, existing mounds of earth,or obstacles throughout the surface. Using a combination of positionsensors 145, imaging sensors 140, and spatial sensors 135, the start mapgenerator 410 generates 460 a visual representation of the initial stateof the physical landscape of the site and features within the site. Whenrecording data via one or more spatial sensors, the spatial sensors 130record one or more photographic images of various portions of the siteand stitches the recorded images into one or more point clouds of datarepresenting the portions of the site to generate a representation of acurrent physical state of the site. Additionally, for each of therecorded images, the position and orientation of features within thesite are recorded and translated into the point cloud representationswith respect to the coordinate space of the digital file. In alternativeinstances, the sensor assembly 110 uses an imaging sensor 135 to recordthe contextual information as photographic images of portions of thesite and, for each of those images, stores the associated positions andorientations of the relevant features within the portion of the site. Inanother implementation, the excavation vehicle 115 includes sensors anda software assembly that generates a digital terrain model of the siteusing simultaneous localization and mapping (SLAM).

The dump pile locator 415 identifies 465 a position of the dump pile andupdates the 3D start map accordingly. The dump pile locator 415 accountsfor a variety of contextual factors including travel times between thehole and each potential location of the dump pile, differences in depthsof features beneath the ground surface of the site, the amount of earthto be excavated, and various earth properties as described above.

From the digital file store 420, the preparation module 400 accesses 470a digital file describing instructions or parameters to excavate thehole beneath the ground surface. The digital file details a plannedexcavation of the hole and area surrounding the hole, including a set ofgeometric measurements describing the hole. Using the generatedrepresentation of a current physical state of the site, generated by the3D start map generator 410, and the target state of the site, accessedfrom the digital file store 420, the digital mapping module 425generates 475 a digital terrain model of the site by aligning the tworepresentations by common features such as physical fiducials within thesites or the boundaries of the site.

FIG. 5 illustrates an exemplary digital terrain model generated by thedigital mapping module 425, according to an embodiment. As illustratedin FIG. 5 , the digital terrain model graphically resembles the 3D startmap overlaid with the features of the digital file. For illustrativepurposes, of the digital file are illustrated using a darker shadingthan those of the 3D start map. The model of the site 505 includes asite boundary 510 defining the perimeters of the site and an entry ramp550 for the excavation vehicle 115 to enter the site 505 based on thesensor data gather during the generation of the 3D start map.Additionally, sensor data taken within the site 505 identifies anyobstacles 520 located within the site. Based on the location ofobstacles 520 and responsive to user input, the 3D start map presents alocation for the dump pile 530 by outlining the dump pile boundary 535.As described above, the dump pile 530 refers to a location within thesite 505 where the excavation vehicle 115 releases excavated earth heldin a tool attached to the excavation vehicle 115. As described herein,earth refers to the ground material and composition of a site, forexample soil, dirt, and gravel. As illustrated, the dump pile 530 ispositioned a sufficient distance away from the obstacle 520 to reducerisk of the excavation vehicle 115 being caught in an obstacle whilenavigating to the dump pile 530. The digital file, accessed from thedigital file store 420, describes the location of the hole 540, definedby the hole boundary 545. Overlapping the hole boundary 545, the digitalfile identifies a hole entry ramp 555 for the excavation vehicle 115 toenter the hole 540 and an entry ramp 515 to enter the site 505. Rampsrefer to graded pathways over which the excavation vehicle 115 maytraverse to enter/exit different locations within the site.

II.C Excavation Vehicle Tracking

As the excavation vehicle 115 navigates within the site 505, theposition and orientation of the vehicle and tool is dynamically updatedwithin the coordinate space representation maintained by the computer120. Using the information continuously recorded by the sensors 170, thecomputer 120 is able to record the progress of the excavation tool pathor route being following by the excavation vehicle in real-time, whilealso updating the instructions to be executed by the controller.

To determine the position of tool within the three-dimensionalcoordinate space, the computer 120 may use the sensors 170 to correlatechanges in the information recorded by the sensors with the position ofthe tool in the coordinate space by referencing a parametric model orlookup table. Lookup tables are generated by measuring the output ofsensors at various positions of the tool and correlating the outputs ofthe sensors with the positions of the tool. For example, at a depth of 1meter, the tool is located at a position 5 meters perpendicular to theground. The correlation between the depth measurement recorded by thespatial sensor 130 and the position measurement recorded by the positionsensor 145 is stored within the lookup table. The referenced lookuptable may differ depending on the type of sensor used and the format ofthe output provided.

In one implementation, the absolute position of the excavation vehicle115 within the coordinate space is measured using one or more globalpositioning sensors mounted on the tool. To determine the position ofthe tool in a three-dimensional coordinate space relative to theexcavation vehicle, the computer 120 accesses additional informationrecorded by the sensors 170. In addition to the absolute position of theexcavation vehicle 115 measured using the global positioning sensor, thecomputer 120 performs a forward kinematic analysis on the tool andmaneuvering unit of the excavation vehicle 115 to measure the height ofthe tool relative to the ground surface. Further, one or more additionalposition sensors mounted on tool measure the orientation of a leadingedge of the tool relative to the ground surface. The leading edgedescribes the edge of the tool that makes contact with the groundsurface. The computer 120 accesses a lookup table and uses the absoluteposition of the excavation vehicle 115, the height of the tool, and theorientation of the leading edge of the tool as inputs to determine theposition of the tool relative to the excavation vehicle 115.

II.D Excavation Tool Paths

As described above the excavation tool path 670 describes instructionsfor the excavation vehicle 115 to excavate a volume of earth consistentwith the planned hole described in the digital file by navigating theexcavation vehicle 115 within the hole and adjusting beneath toolmounted to the EV to move earth from the hole 540. As described earlier,excavation describes the movement of earth by the excavation vehicle 115within the site. Excavation tool paths 670 may occur inside or outsidethe hole depending on the context and function for which the excavationtool path 670 is implemented. When navigating over the excavation toolpath 670, the excavation vehicle 115 may continuously or periodicallytrack the position of the tool within the coordinate space usinginformation obtained from the position sensor 145.

In addition to defining the height at which the leading edge is loweredbeneath the ground surface, the excavation tool path 670 may alsoinstruct the controller 150 how far to move the tool within the holewithout raising the tool above the ground surface. In order to maintainthe movement of the tool beneath the ground surface, the excavation toolpath 670 instructs the controller 150 to dynamically adjust mechanicalconditions of the excavation vehicle 115 including, but not limited to,the angle of the tool beneath the ground surface, the torque output ofthe engine system, and the true speed of the tool. The angle of the toolbeneath the ground surface can be adjusted to reduce the rate at whichthe tool collects excavated earth. For example, when the tool is angledperpendicular to the flat ground surface, the rate of excavation may beat its highest. Alternatively, when the tool is angled parallel to theflat ground surface, the rate of excavation may be at its lowest.Additionally, at lower speeds, the tool is generally often better ableto maintain the angle optimal for excavating earth.

While excavating the hole 540, the excavation vehicle 115 periodicallytravels between the hole 540 and the dump pile 530 by executing long,linear paths. In some implementations, the excavation vehicle may alsolaterally offset paths between consecutive excavation tool paths anddumps at the dump pile 530 to prevent or reduce a magnitude of runsformed on the job site during the dig routine. For example, thecontroller 150 laterally offsets consecutive excavation tool paths/dumptool paths 670 by adjusting the height of the tool at a static, presetoffset distance, such as half the width of one track for the excavationvehicle 115 that runs on two driven tracks. In another example, thecontroller 150 laterally offsets the tool at consecutive excavation toolpaths 670 by an offset distance proportional to a wetness or viscosityof top soil at the job site, such as up to 90% of the track width of theexcavation vehicle 115 or not less than 100% of the track width of theexcavation vehicle 115. Therefore, by adjusting the height of the toolto laterally offset consecutive excavation tool paths 670 between thehole 540 and the dump pile 530, the controller 150 may limit a totalnumber of instances in which the excavation vehicle 115 traverses thesame path between the hole 540 and the dump pile 530 during theexcavation tool path 670, while also limiting a total distance coveredby the excavation vehicle 115 during the excavation tool path 670 andthus limiting a total duration of the excavation tool path 670.

IV. Obstacle Handling and Route Planning

IV.A Route Overview

While navigating within the site 505 or the hole 540, the excavationvehicle 115 may encounter one or more obstacles through which it cannotpass. To move past an obstacle, the excavation vehicle may either travelaround the obstacle or execute a set of instructions to remove theobstacle before traveling through it. Depending on the type of obstacledetected, the excavation vehicle may redistribute earth from variouslocations in the site to level, fill, or modify obstacles throughout thesite. In some implementations, the excavation vehicle 115 moves thephysical obstacle, for example a shrub, to a location away from the pathof the vehicle. Obstacles may be obstruct the movement of the excavationvehicle 115 around the site 505 and within the hole 540 during anexcavation tool path. Accordingly, the excavation vehicle 115 generatesroutes for traveling between locations of the site based on thelocations of obstacles, the hole 540, and the dump pile 530. Morespecifically, prior to moving between two locations within the site, theexcavation vehicle 115 uses information gathered by the sensors 135 andpresented in digital terrain models to determine the most efficientroute between the two locations in the site. By generating these routesprior to navigating within the site, the excavation vehicle is able tomore efficiently navigate within the site and execute excavation toolpaths within the site 540.

FIG. 6 illustrates an example coordinate space 500, based on theexemplary digital terrain model of FIG. 5 , in which an excavationvehicle 115 navigates within a dig site 505, according to an embodiment.FIG. 6 may be a visual representation of the coordinate space from adigital file detailing the navigation of the excavation vehicle 115within the dig site. In this example, the excavation vehicle 115 maynavigate over one of two routes: an obstructed route 630 obstructed byan obstacle 520 and an unobstructed route 640. An obstacle 520 describesa structure or material within the site 505 which would hinder thenavigation of the excavation vehicle 115. As a result of the presence ofthe obstacle, the excavation vehicle 115 is traditionally forced tonavigate around an obstacle 520. This description provides a techniquefor determining whether it would be more cost efficient to instead usethe attached tool to remove the obstacle from the navigation path ratherthan suffer the time penalty, fuel penalty, damage to the excavationvehicle, any unnecessary noise, or any risk averse areas while drivingaround it for each pass in the process of accomplishing a task.

Walking through an example hypothetical navigation routine for thepurpose of discussing the concepts introduced in FIG. 6 , in one suchroutine the excavation vehicle 115 enters the site 505 at a startingpoint 610. At the starting point 610, the excavation vehicle 115identifies an end point 620 of the excavation vehicle 115 navigation. Insome implementations, the end point 620 is located at the hole boundary545. Upon reaching the end point 620, the EV may begin excavating thehole 540. To navigate from the start point 610 to the end point 620, theexcavation vehicle 115 detects any obstacles 520 located between thestart point 610 and the end point 620.

Having analyzed the obstacles 520, the computer 120 generates anunobstructed route 640 and at least one obstructed route 630. Anobstructed route 630 travels from the start point 610, through at leastone of the detected obstacles, to the end point 620, assuming theobstacle has been removed. As will be discussed further below, this maybe accomplished by carrying out a set of removal tool paths 660 whichprovides a set of controlled motions to the tool mounted to the EV inorder to remove the obstacle 520. By contrast, an unobstructed route 640circumvents all detected obstacles 520 such that the excavation vehicle115 may navigate from the start point 610 to the end point 620 withouthaving to take the additional resource costs to carry out the removaltool paths 660. Often, the obstructed route will be shorter in distancethan the unobstructed route, as often it is only advantageous to takethe additional resource costs to remove the obstacle if it creates sometangible benefit to the operator, such as a reduced total task time ormore efficient use of fuel.

The computer 120 further determines which route is preferable. This mayeither be in terms of time efficiency or in terms of some other benefitsuch as device wear and tear, tool efficiency in carrying out a task,etc. Having determined which route to take, the computer 120 instructsthe excavation vehicle 115 to navigate over the route, between theobstructed route 630 and the unobstructed route 640, to the end point620 where the vehicle 115 enters the hole 540. After entering, theexcavation vehicle 115 executes a set of excavation tool paths 670 tomove earth between the hole 540 and the dump pile 530. Further detailsregarding the generation of obstructed routes 630, unobstructed routes640, and removal tool paths 660, and determination of which route totake are described below in reference to FIG. 7A-B.

IV.B Obstacle Detection and Evaluation

FIG. 7A is a diagram of the system architecture for the route generationand selection module 700 of an excavation vehicle 115, according to anembodiment. The route generator module 700 executes a set ofinstructions for generating the most efficient route between twolocations within the site 505 and representing the route within thecoordinate space of the site 505. The instructions cause the controller150 to control the drive system of the excavation vehicle 115 tonavigate over the generated route between a start point 610 and an endpoint 620. The system architecture of the route generation and selectionmodule 700 comprises an obstacle analysis module 705, obstructed routegenerator 710, unobstructed route generator 715, route store 720, routeoptimizer 725, and navigation module 730. In other embodiments, theroute generation and selection module 700 may include more or fewermodules. Functionality indicated as being performed by a particularmodule may be performed by other modules instead.

From the images used to generate the 3D start map, the obstacle analysismodule 705 detects features in the ground surface of the site 505, forexample mounds of earth, sinks, divots, or holes in the earth that mayobstruct the earth-moving vehicle's motion while navigating between anentry point on the site boundary 515 to the hole 520 and between thehole 520 and the dump pile 530. The obstacle analysis module 705 mayanalyze the 3D start map to detect more severe features in the groundsurface of the site 505 and flag these variations as potential obstacles520. In some implementations, the obstacle analysis module 705 maydetect and flag such severe features of the site 505 in real-time duringthe generation of the 3D start map. Potential obstacles 520 may bedetected within the section of the site 505 represented by the hole 504and within sections of the site 505 outside of the hole 520. Obstacles520 may be categorized as modifiable obstacles or immutable obstaclesdepending on the structural properties or protocols executed to removethe obstacle. In implementations in which the imaging sensors 135 areRGB cameras, the obstacle analysis module performs a computervision-based object classification module using traditional computervision techniques or a previously trained neural network.

Modifiable obstacles refer to features of the obstacle, for examplemounds of the earth above the ground surface or sinks of earth beneaththe ground surface as described above in reference to the start mapgenerator 410. Additionally, modifiable obstacles may refer to aplurality of mounds of earth (i.e., a road with several bumps), a wall,a body of water (i.e., a stream or pond), an area of wet earth (i.e.,mud), a cliff, or shrubbery.

To identify modifiable obstacles 20, the obstacle analysis module 705determines a threshold height and threshold slope of the ground surfacebased on the data recorded by the sensors 170, the 3D start map, or acombination of both. In some implementations, the obstacle analysismodule 705 applies a low-pass filter to the start map to filter outinsignificant variations in the ground surface of the site 505. In otherimplementations, from the 3D start map, the obstacle analysis module 705generates a representation of the site 505 including longitudinal andlateral surface profile lines using one or more reference pointsindicating the threshold height and threshold slope of the groundsurface. Using the surface profile lines, the obstacle analysis module705 calculates deviations in the height and slope of each feature fromthe ground surface. For example, the obstacle analysis module 705detects a region of the ground surface exhibiting a slope greater than500% above the threshold slope of the ground surface, extending upwardat a height more than 200 millimeters above the threshold height of theground surface, and more than 50 millimeters wide and flags the regionas including a potential obstacle, for example a mound of earth.Similarly, the obstacle analysis module 705 may detect a region withinexhibiting a slope greater than 10% below the threshold slope of theground surface and extending more than 200 millimeters below thethreshold height of the ground surface as including a sink. Modifiableobstacles, for example obstacle 520 as shown in FIG. 6 , can be removedfrom the site 505 through one or more removal tool paths 660 which maybe executed by the excavation vehicle 115.

The obstacle analysis module 705 also detects immutable obstacles,including but not limited to, trees, poles, pylons, rocks, roots, woodenbeams, fire hydrants, curbs, and pieces of concrete, asphalt, and steel.The obstacle analysis module 705 implements similar techniques as thosedescribed above to detect immutable obstacles based on structuralproperties of each obstacle. Structural properties include, but are notlimited to, the volume of the obstacle 520 above the ground surface, thegeometry of an obstacle 520 at an elevation above the ground surface,the geometry of an obstacle 520 below the ground surface, the volume ofan obstacle 520 below the ground surface, and a number of tool paths 660executed to remove the obstacle 520 based on the tool used by theexcavation vehicle 115 to remove the obstacle. For example, theexcavation vehicle 115 detects a region of the ground plane exhibiting aslope between 10% and 500% above the threshold slope of the groundsurface and extending upward at a height more than 200 millimeters abovethe threshold height of the ground surface and flags the region of thesite 505 as including a potential obstacle.

Unlike modifiable obstacles 520, immutable obstacles cannot be removedby the excavation vehicle 115 and, as a result, both the unobstructedroute 640 and the obstructed route 630 circumvent any detected immutableobstacles using an avoidance sub-route. Avoidance sub-routes describe aset of coordinates within the coordinate space of the site 505 to beincluded in both the obstructed route 630 and unobstructed route 640such that the excavation vehicle 115 does make contact with theimmutable obstacle. For example, when implemented by the obstacleanalysis module 705, an avoidance sub-route provides a path for theexcavation vehicle 115 to traverse around the obstacle, for example alinear segment, an arcuate segment of radius greater than a minimumradius (e.g., to reduce local disruption of the ground place by trackson the autonomous excavation vehicle 115) followed by another linearsegment. To generate an avoidance sub-route, the obstacle analysismodule 705 calculates a width of the obstacle in order to characterizethe region of the site 505 to be circumvented by the excavation vehicle115. Continuing from the above example, the obstacle analysis module 705may classify an obstacle with a width 500 millimeters greater than athreshold width as an immutable obstacle.

Some obstacles 520 may not be easily identified as modifiable orimmutable obstacles based on the sensor data and 3D start map. For theseobstacles 520, the computer 120 may generate and execute a set ofinstructions to remove the obstacle. While executing the instructions, aforward kinematic analysis of the excavation vehicle 115 may indicatethat the obstacle 520 is resisting removal, for example not breakingdown or not being pushed to a new location. In such instances, theobstacle analysis module 705 identifies the resistant obstacles asimmutable.

In the implementations described above, the threshold conditions (e.g.,threshold slope, threshold height, and threshold width) describegeometric minimums for the excavation vehicle 115 to execute anavoidance sub-route. In some implementations, the threshold conditionsare calibrated based on the dimensions of the excavation vehicle 115,for example the track length and track width, to avoid high-centering orrolling the vehicle. In alternate implementations, the obstacle analysismodule 705 may implement a set of static threshold conditions or aparametric avoidance model to trigger an avoidance sub-route based onthe height, width, length, slope, and/or physical profile of theobstacle.

The obstacle analysis module 705 may also detect an obstacle 520 basedon the occurrence of one or more of a set of conditions describing theexcavation vehicle 115 including, but not limited to, an engine loadgreater than the target engine load, a ground speed lower than theminimum ground speed, and a tool angle lower than a target tool angle.These inputs may be received by the sensors 170 and passed to thecomputer 120 for evaluation by the obstacle analysis module 705.

In some implementations, while navigating through the site 505, thetracks and drive train of the excavation vehicle 115 creates artificialobstacles, for example mounds of displaced earth, sinks created by thetracks of the excavation vehicle 115, or additional mounds of earthcreated by overflowing excavated earth within the tool. The obstacleanalysis module 705 may track such artificial obstacles and dynamicallyupdated both the unobstructed route 640 and the obstructed route 630accordingly. To maintain excavation efficiency and reduce risk of theexcavation vehicle 115 embedding within the ground surface, the obstacleanalysis module 705 intermittently pauses the excavation of the hole 620to remove artificial obstacles via appropriate removal tool paths. Theobstacle analysis module 705 may identify an artificial feature once itexceeds a preset trigger threshold, for example a threshold height,depth, width, and/or slope.) Accordingly, the excavation vehicle 115controls obstacles in its environment both before and during theexcavation of the hole. In some implementations, the controller 150

Beyond the methods and techniques described above, the obstacle analysismodule 705 may implement any other methods or techniques to detectimmutable and modifiable obstacles 520 in real-time during thegeneration of the 3D start map or from the 3D start map, to labelregions of the 3D start map including the detected obstacles, and toavoid detected immutable obstacles. In other implementations, theexcavation vehicle 115 may access a previously generated 3D start mapfrom computer memory and implement similar techniques and methods toasynchronously detect and label obstacles within the site 505.

IV.C Route Generation

Having detected both modified and immutable obstacles within the site,the excavation vehicle must generate a set of routes traveling betweentwo locations within the site, hereafter referred to as the start point610 and the end point 620. To determine the most efficient route betweenthe two locations, obstructed route generator 710 and the unobstructedroute generator 715 generate all possible routes from the start point610 and the end point 615, both circumventing modifiable obstacles andtraveling through modifiable obstacles. Routes generated by theobstructed route generator 710 and include instructions, in the form ofa set of removal tool paths, for removing and traveling over anymodifiable obstacles, whereas routes generated by the unobstructed routegenerator travel around any modifiable obstacles. As a result obstructedroutes feature shorter distances than unobstructed routes, butpotentially result in expending a greater amount of resources. Thetradeoff between distances of unobstructed routes and the resource costsassociated with obstructed routes provides a need for the excavationvehicle 115 to determine the most efficient route between the startpoint 610 and the end point 620.

IV.C.1. Obstructed Route Generation

Regarding obstructed routes, the obstructed route generator 710 selects,based on the location of the site boundary 515 where the excavationvehicle 115 entered the site 505 and the location of the hole 540, astart point 610 and an end point 620. As illustrated in FIG. 6 , thestart point 610 is located where the excavation vehicle 115 enters thesite 505 while the end point 620 is located where the excavation vehicle115 enters the hole 540. Next, the obstructed route generator 710identifies regions of the site 505 lying between the start point 610 andthe end point 620 and identifies, for each of regions, any modifiableand immutable obstacles. Referring back to FIG. 6 as exemplary, the site505 may have also included a second obstacle 640 located near the dumppile 530, but the obstacle has been filtered from the digital terrainmodel by the obstructed route generator 710 because it does not liewithin a region between the start point 610 and the end point 620. Ofthe obstacles between the start point 610 and end point 620, theobstructed route generator 710 further identifies all the modifiableobstacles and generates several obstructed routes 630 traveling betweenat least one of the identified modifiable obstacles and circumventingall identified immutable obstacles. For example, if modifiable obstaclesA, B, and C and immutable obstacle D lie between the start point 610 andthe end point 620, the obstructed route generator 710 will generatedobstructed routes 630 including routes through just obstacle A, B, or C,and all combinations of obstacles A, B, and C. As described above, allof the generated obstructed routes 630 would avoid the immutableobstacle D. In comparison to any unobstructed route 640 between thestart point 610 and end point 620, any obstructed route 630 describes ashorter physical distance between the same points within the coordinatespace.

Further, as introduced above in order to navigate the excavation vehicle115 through obstacles 520, each obstructed route 630 will include a setof removal tool paths for removing the obstacle.

A removal tool path 660 describes instructions for navigating theexcavation vehicle 115 over the obstacle in conjunction with adjustingthe excavation tool to remove the modifiable obstacle. Here removal mayinclude removing earth from mounds above the threshold height of theground surface, as well as filling earth into sinks beneath thethreshold height of the ground surface. Thus, in this context removalsignifies making an area navigable by the EV by removing the obstaclefrom the set of objects the EV has to contend with, even if the processof removal involved adding dirt to a particular area within the site.Geometrically, because removal tools paths for obstructed routes 630describe pathways between two coordinates in a coordinate space they areoften linear, arcuate, or a combination of multiple linear or arcuatesegments. Alternatively, tool paths providing instructions forexcavating earth describe a variety of shapes in two or threedimensions, for example triangular pathways, hypertrianglular pathways,rectangular pathways, hyperrectangular pathways, elliptical pathways,and hyperelliptical pathways.

In implementations in which the modifiable obstacle is a mound of earthabove the threshold height of the ground surface, the obstructed routegenerator 710 generates a set of removal tool paths 660 withinstructions for the excavation vehicle 115 to level the mound byremoving earth, navigating to the dump pile 530, and depositing theremoved earth at the dump pile 530. This process may be repeatedperiodically until the mound has been leveled to a threshold height.Similarly, in implementations in which the modifiable obstacle is a sinkbeneath the threshold height of the ground surface, obstructed routegenerator 710 generates a set of removal tool paths 660 withinstructions for the excavation vehicle 115 to fill the sink by removingearth from the dump pile 630, navigating to the sink, and depositingearth to fill the sink. This process may be repeated periodically untilthe sink has been filled to the threshold height of the ground surface.

In some implementations, site 505 includes a plurality of modifiableobstacles 520—one or more mounds of earth and one or more sinks beneaththe ground surface—between the start point 610 and the end point 620.The start point 610 and the end point 620 may represent points on theentry ramp 515 and the hole entry ramp 545, respectively. Alternatively,the starting point 610 and the end point 620 may describe any pointswithin the coordinate space of the site. To improve efficiency, theobstructed route generator 710 may generate a set of removal tool paths660 instructing the excavation vehicle 115 to level and remove earthfrom the one or more mounds and directly deposit the earth into the oneor more sinks, without navigating to, depositing, or removing earth atthe dump pile 530. In such an implementation, the set of removal toolpaths 660 instruct the excavation vehicle 115 to navigate to a mound andfill its tool with earth from the mound, navigate to a sink, and releaseearth from the tool into the sink. This process is repeated until themound is level with the threshold height of the ground surface or thesink has been filled to the threshold height of the ground surface. Themound and/or sink may be selected based on comparative measurements ofthe sizes or distances of the other mounds/sinks between the start point610 and the end point 620 (e.g., the tallest or closest mound). Afterleveling a mound or filling a sink, the set of removal tool paths 660may instruct the excavation vehicle 115 to navigate over the obstacleseveral times to compact the earth. Once either the mound or sink hasbeen removed, the excavation vehicle 115 may navigate to the next moundor sink and repeat the above process until all the obstacles have beenremoved from the site 505. Leveling a mound or filling a sink may notneed to be performed to the exact threshold height, but rather within anacceptable range of the threshold height (for example, 100 millimetersfrom the level with the threshold height).

If the volume of earth removed from one or more mounds exceeds theappropriate volume of earth for filling one or more sinks, theexcavation vehicle 115 may evenly spread the earth across the regionsbetween the start point 610 and the end point 620. Alternatively, theexcavation vehicle 115 may dump the excess earth directly onto the dumppile 530. Similarly, if an appropriate volume of earth for filling oneor more sinks exceeds the volume removed from one or more mounds, theset of removal tool paths 660 may instruct the excavation vehicle 115 touniformly redistribute earth from mounds to sinks in the target area,such that all sinks are at a substantially similar height beneath theground surface. The excavation vehicle 115 may further grade the regionsbetween the start point 610 and the end point 620 by removing arelatively thin layer of earth from the regions and releasing the earthinto the one or more sinks to bring them level with the threshold heightof the ground surface.

As described above, a tool path may also describe the position andorientation of the tool mounted to the excavation vehicle 115. In someimplementations, an obstacle 520 may need to be broken down in smallercomponents before being removed from a mound or a sink. To do so, a setof removal tool paths 660 may include instructions for the controller150 to repetitively drive the leading edge of the tool downward into theearth around the location of the obstacle, running the leading edge ofthe tool over the location of the detected obstacle to “scape” or loosenthis earth, and activating an alternate tool (not shown) to break downthe obstacle. In another embodiment, after determining that an obstaclelies within the tool path traveled by the excavation vehicle 115, theobstructed route module 710 may halt the digging routine until a humanoperator can manually operate the excavation vehicle 115 or anotherexcavation vehicle 115 to remove the obstacle.

Depending on the structural and physical properties of the obstacle,removing an obstacle may require multiple removal tool paths. As aresult, a tool path may represent only a fraction of the steps executedto remove an obstacle from the site 505. For example, removing anobstacle may first require removing a volume of earth from a mound andthen using the tool mounted to the excavation vehicle 115 to break downthe obstacle into smaller pieces. Additionally, tool paths are definedbased on several factors including, but not limited to, the compositionof the soil, the properties of the tool being used to perform theexcavation or removal of the obstacle, the properties of the drivesystem 210 moving the tool, and the properties of the excavation vehicle115. Example properties of the tool and excavation vehicle 115 includethe size of the tool, the weight of the tool, and the force exerted onthe tool 175 in contact with the ground surface of the site 505.

IV.C.2. Unobstructed Route Generation

Regarding unobstructed routes, the unobstructed route generator 715generates potential routes for the excavation vehicle 115 may travelfrom the start point 610 to the end point 620 while circumventing anymodifiable obstacles located within regions between the two points. Asillustrated in FIG. 6 , the unobstructed route 640 represents a pathwayfrom the start pint 610 to the end point 620 without crossing or cominginto contact with the obstacle 520, unlike the obstructed route 630. Inone implementation, the unobstructed route generator 715 presents aninterface of the 3D start map generated by the start map generator 410allowing an operator to define restrictions, for example restrictedareas, around any obstacles prior to deploying the excavation vehicle115 to navigate around the site 505. The interface, presented by theunobstructed route generator 715, receives input from the operatormarking immutable and modifiable obstacles that may not have beeninitially detected by the sensors 170 by selecting the objects ordrawing free-hand perimeters of various shapes around each obstacle.After receiving the input, the unobstructed route generator 715 removesthe regions of the 3D start map including the selected obstacle suchthat the unobstructed route 640 does not traverse those regions. Oncedeployed, the excavation vehicle 115 navigates within the user-specifiedboundaries without entering the restricted areas including anymodifiable or immutable obstacles. In an alternate implementation, theoperator manually navigates the excavation vehicle 115 around theobstacles 520 within the site boundaries 515 to define the restrictionsand allow the computer 120 to remove them from the 3D start map.

Restrictions implemented by the unobstructed route generator 715 tocircumvent one or more obstacles include deviations in ground surfacefrom a minimum elevation of an obstacle above the ground surface, aminimum depth of an obstacle below the ground surface, a minimum slopeof an obstacle, and a minimum width and length of an obstacle. Asdescribed above in reference to immutable obstacles, the unobstructedroute generator 715 may implement a parametric avoidance model for allobstacles between the start point 610 and end point 620 based theelevation of the obstacle above the ground surface, the depth of theobstacle below the ground surface, a length of the obstacle, a width ofthe obstacle, or a profile of the structural properties of the obstacle.

Similar to the interface presented by the unobstructed route generator715, the obstructed route generator 710 may present a user interfaceallowing operators to identify modifiable and immutable obstacles withinthe site, to generate one or more obstructed routes between the startpoint 610 and the end point 620, or to modify and approve obstructedroutes previously generated by the obstructed route generator 710.Graphically and functionally, the interface presented by the obstructedroute generator 710 is similar to the interface presented by theunobstructed route generator 715.

IV.D. Cost Function Evaluation and Route Selection

Once generated by either the obstructed route generator 710 or theunobstructed route generator 715, all potential obstructed routes andunobstructed routes are stored in the route store 720 to be accessed bythe route optimizer 725. The route optimizer 725 evaluates, for eachobstructed route 630 and each unobstructed route 640, a cost functiondescribing the amount of resources that will be spent navigating theexcavation vehicle 115 from the start point 610 to the end point 620along each route to complete a designated task. In one implementation,the excavation vehicle 115 must navigate from the start point 645 to theend point 620 multiple times while excavating a hole, requiring multiplepasses over a single route. For example, when excavating the hole, theexcavation vehicle 115 may make multiple passes between a start point610 at the hole 620 and an end point 620 at the dump pile 530.Accordingly, the cost function for any obstructed or unobstructed routestraversing that region accounts for the multiple passes performed tocomplete the excavation of the hole 620.

When evaluating the cost function for traveling over the obstructedroute, the route optimizer 725 accounts for various conditions underwhich the excavation vehicle 115 would execute the appropriate set ofremoval tool paths 660. The cost function is evaluated based on one ormore of the following: the rate at which the excavation vehicle 115executes the set of instructions to complete the excavation, the averagespeed at which the excavation vehicle 115 navigates through the site505, the distance between the start point and the end point over bothobstructed and unobstructed route, the amount of fuel available to theexcavation vehicle 115, the rate at which the excavation vehicle 115uses the available fuel, the expected mechanical strain on theexcavation vehicle 115, for example physical wear and tear on theexterior and interior machinations of the vehicle, the amount of noiseassociated with both the unobstructed and the obstructed route, and theproximity of risk averse areas to the unobstructed route. Mechanicalstrain on excavation vehicle 115 describes the physical wear and tear onthe exterior and interior machinations and functionality of the vehicle115. Risk averse areas describe conditions which may detrimentallyeffect the machinations and functionality of the excavation vehicle 115,for example wet earth, sharp rocks, or large bodies of water.

The cost function represents a combination of these weightedenvironmental conditions. Based on the data recorded by the sensors 170,the route optimizer 725 may assign integer values to each of theaforementioned conditions describing the severity of each one, forexample on a scale from 0 to 1, values closer to 1 suggest a high,unfavorable resource cost. Additionally, based on the previousexcavations within the site or at different sites, the route optimizer725 generates weighted parameters to be assigned to each conditiondescribing the significance of the parameter on the overall resourcecost of the route. For example, if the amount of noise is determined tobe of less importance than the amount of available fuel, the routeoptimizer 725 assigns a greater weight to the second condition than thefirst. To generate weight parameters for each condition, the routeoptimizer 725 is trained using training data from previously executedexcavation routines or data gathered by a manual operator. In someimplementations, the route optimizer 725 uses machine learningtechniques including, for example, linear regression, decision trees,support vector machiens, classifiers (e.g., Naïve Bayes classifier),fuzzy matching, and gradient boosting). Once generated, the routeoptimizer 725 evaluates the cost function by inputting informationdescribing the various conditions to the cost function to determine aresource cost for each route or tool path.

When determining the resource cost to travel over the obstructed route,the route optimizer 725 accounts for the resource costs for theexcavation vehicle 115 to execute the appropriate set of removal toolpaths 660. As a result, the cost function associated with an obstructedroute 630 describes the cost of resources to prepare the route byremoving the obstacle in addition to the resource cost for theexcavation vehicle 115 to travel over the route. In one implementation,the amount of resources to execute a set of removal tool paths 660 isaccessed from computer memory. In other implementations, the excavationvehicle 115 executes the set of instructions prescribed by the set ofremoval tool paths 660 and records the cost of resources to do so duringthe generation of the digital terrain model.

Similarly to the obstructed tool path 630, when evaluating the costfunction for the unobstructed route 640, the route optimizer 725accounts for several considerations including, but not limited to, therate at which the excavation vehicle 115 executes the set ofinstructions to complete the excavation tool path 670, the average speedat which the excavation vehicle 115 navigates through the site 505, andthe distance between the start point 610 and the end point 620 over theunobstructed route 640. Generally, it may be assumed that obstructed andunobstructed routes being compared describe the same start point 610 andendpoint 620. However, in some implementations, for example, whenordering a set of tasks differentiated by locations within the site,routes describing different start points 610 and endpoints 620 may becompared instead. The cost function for the EV to navigate over theunobstructed route 640 is proportional to the measurement of the amountof earth to be excavated and the distance between the start point 610and the end point 620 over the unobstructed route 640. Additionally, thecost function for the EV to navigate over the unobstructed route 640 isinversely proportional to the rate at which the excavation vehicle 115executes the set of instructions for the execution tool path and theaverage speed at which the excavation vehicle 115 navigates through thesite 505. In some implementations, the project time for the EV tonavigate over the obstructed route 630 is based on similar relationshipsas those described above.

IV.E. Route Navigation

Given the mechanical similarities of the equipment and excavationvehicle 115 implemented when navigating the unobstructed route 640 andthe obstructed route 630, the differences in resource costs may beattributed to the additional resource costs for executing the set ofremoval tool paths 660 and the shorter distance of the obstructed route630 versus the longer distance of the unobstructed route 640. Of theobstructed routes 630 and unobstructed routes 640 generated by theobstructed route generator 710 and unobstructed route generator 715, theroute optimizer 725 selects a route with the lowest cost of resources.Because routes with lower resource costs indicate more efficient routesfor traveling between the start point 610 and the end point 620, theroute optimizer 725 selects the most efficient route by selecting theroute with the lowest resource cost.

After selecting the route with the lowest resource cost, the navigationmodule 730 sends instructions to the hydraulic system of the excavationvehicle 115 to maneuver the drive system of the excavation vehicle 115to navigate over coordinates prescribed within the selected route. Inimplementations in which the selected route is an obstructed route 630,the navigation module 730 additionally instructs the hydraulic system ofthe excavation vehicle 115 to adjust the position of the tool,maneuvering unit, or drive system to execute the set of removal toolpaths 660. The navigation module 730 is configured to adjust thehydraulic capacity allocated to the drive system and to control thecontrol 150 in following the tool path. Generally, the excavationvehicle 115 only has sufficient hydraulic pressure to power a singlesystem as full capacity. As a result, both the drive and tool systemsmay be powered equivalently at half capacity. However, if a set ofremoval tool paths 660 call for an adjustment of the tool whilenavigating the excavation vehicle 115, the navigation module 730 mayredistribute the hydraulic pressure within the system to favor the toolover the drive system (e.g., 75%-25% distribution, or otherwise). Thecalibration for the hydraulic system may be performed by observingjoystick manipulations within the excavation vehicle 115 and recordingthe changes in pressure distribution. The remainder of this sectiondescribes a number of example operating conditions that can triggerhydraulic pressure adjustments and what those adjustments are.

In moving the tool through the set of removal tool paths 660, thenavigation module 730 adjusts the distribution of hydraulic pressurebetween the drive system and the tool to favor the tool to reduce orincrease the speed of the tool. While this may be accomplished in someinstances by increasing the amount of hydraulic pressure capacityallocated to the drive system, the amount of hydraulic capacityavailable is finite and so this is not always a viable solution. Indoing so, the navigation module 730 may adjust the tool to a greaterdepth below the ground surface, to a height above the ground surface, orto a different angle relative to the ground surface in order to removean obstacle 520.

The maintenance of the hydraulic capacity in this manner and asdescribed elsewhere herein prevents the excavation from stalling duringthe excavation routine or from complications regarding raising theexcavation tool above the ground surface. In one embodiment, to furthermaintain sufficient hydraulic capacity for it to be possible to makeadjustments to the position and orientation of the tool during thedigging routine, the navigation module 730 maintains hydraulic pressurewithin the hydraulic system below a threshold 90% of the maximumhydraulic pressure capacity.

Additionally, navigation module 730 may maintain the hydraulic capacityof the hydraulic system and decrease the speed of the drive system byadjusting the distribution of hydraulic pressures. A decrease in speedresults in a reduction of the overall hydraulic pressure in thehydraulic system, thereby ensuring sufficient scope in the hydraulicsystem to adjust the position and orientation of the tool and withminimal delay during the set of removal tool paths 660 or the diggingroutine. For example, if the hydraulic pressure within the system is 98%of the maximum hydraulic pressure, exceeding the threshold hydraulicpressure, the hydraulic distribution module 740 can reduce the targetspeed of the excavation vehicle 115 by dynamically executinginstructions to divert hydraulic pressure from the drivetrain to the setof tool actuators. By redistributing hydraulic pressure away from thecertain components of engine system and towards other components of theengine system, the hydraulic distribution module 740 can prioritizecertain excavation functions and maintain high excavation efficiency bythe tool and excavation vehicle 115.

V. Example Process Flow

To implement the system architecture of the route generation module,FIG. 7B shows an example flowchart describing the process for routegeneration module 700 to generate the shortest route between twolocations within the site 505, according to an embodiment. As describedabove, the obstacle analysis module 705 accesses 750 a start point 610and an endpoint 620 from the digital terrain model 500 and identifiesregions of the site 505 that lie between the two points. For eachregion, the obstacle analysis module 705 detects 755 any immutable andmodifiable obstacles 520 that lie within the identified regions. Asdescribed both immutable and modifiable obstacles 520 are identifiedbased on structural characteristics and physical properties of theobstacle.

Modifiable obstacles 520 describe features which can be removed by theexcavation vehicle 115, while immutable obstacles features which cannotbe removed from the site 505 and must be avoided in both the obstructedroute 630 and unobstructed route 640. For each modifiable obstacle 520,the obstructed route generator 710 generates 760 a set of removal toolpaths 660 to guide the excavation vehicle 115 through removing theobstacle from the site 505, for example breaking down the obstacle usingthe tool mounted to the excavation vehicle 115, filling a sink beneaththe ground surface with earth, and leveling a mound of earth above theground surface. The obstructed route generator 710 generates 765multiple obstructed routes 630 traveling through all combinations of thedetected modifiable obstacles between the start point 610 and the endpoint 650. In implementations in which no modifiable obstacles 520 aredetected, the obstructed route generator 710 does not generate anobstructed route 630. The shortest unobstructed route 640 generated bythe unobstructed route generator 715 is selected for the excavationvehicle 115 to follow.

Similarly, the unobstructed route generator 715 generates 775 multipleunobstructed routes 640 from the start point 610 to the end point 620circumventing both the modifiable and immutable obstacles. The multipleunobstructed routes 640 traverse from the start point 610 to the endpoint 620 from different directions and using different combinations oflinear and arcuate segments, for example a first unobstructed route 640may travel from the start point 610 to the end point 650 bycircumventing an obstacle on the left side while a second unobstructedroute 640 may circumvent the obstacle form the right side.

For each generated obstructed route 630, the route optimizer 725determines 775 a resource cost including the resource cost for executingthe set of removal tool paths 660. The route optimizer 725 determines780 a project time for each unobstructed route 640. The route optimizer725 may rank all the resource costs for the generated route and select785 the route with the lowest resource cost. In implementations in whichan unobstructed route 640 and obstructed route 630 have equal resourcecosts or resource costs within a threshold difference of each other, theroute optimizer 725 selects the unobstructed route 640 to reduce theamount of work to be executed by the excavation vehicle 115. Afterselecting the route with the lowest resource cost, the navigation module730 adjusts the hydraulic distribution of the excavation vehicle 115 tonavigate 790 the excavation vehicle 115 along the selected route.

VI. Supplementary Tool Paths

In some implementations, the excavation vehicle 115 may determine thatan opportunity exists to decrease the resource cost of executing a setof excavation tool paths based on the surroundings within the site andcurrent state of the site. Accordingly, the excavation vehicle 115 mayexecute one or more supplementary tool paths prior to, during, or aftercompleting the set of excavation tool paths 660. In practice,supplementary tool paths improve the efficiency with which an excavationvehicle 115 is able to perform an excavation tool path 660. For example,the set of excavation tool paths 660 calls for a volume of earth to beexcavated. However, when the excavation vehicle is positioned at thesame height as the earth to be excavated, the excavation tool paths 660may require several repetitions. To improve the efficiency, asupplementary tool path instructs the excavation vehicle 115 to moveearth to form a bench at a height above the amount of earth to beexcavated, thereby reducing the number of repetitions performed by theEV. For a supplementary tool path to be implemented in conjunction withthe set of excavation tool paths 660, the route optimizer 725 determinesthat the change in resource cost for executing the supplementary timeprovides a net decrease in the overall project time for executing theset of excavation tool paths 660. Returning to the above example, if theproject time for executing the excavation vehicle 115 to create thebench and execute the remainder of the excavation tool paths 660 isgreater than the project time for executing the original set ofexcavation tool paths 660, the route optimizer 725 would select theoriginal set of excavation tool paths 660. Operating similar to theprocess described above, supplementary tool paths may be implemented byan excavation vehicle 115 outside of the site boundaries or in anapplication beyond moving earth between locations within the site. Forexample, when moving material (i.e., earth, pallets, etc.) into aloading truck, the excavation vehicle 115 may determine that the loadingbed of the truck is at a higher elevation than the ground surface fromwhich the tool initially lifted the pallets. Adjusting the position ofthe tool a greater distance while carrying the load of pallets mayrequire a significant amount of time to execute, but a greater clearancebetween the tool mounted to the excavation vehicle 115 and the materialbeing moved may allow the tool to move faster due to the reduced risk ofthe tool bumping the loading bed or the truck. As a result, similar tothe previous example, the route optimizer 725 may determine thatexecuting a set of excavation tool paths 660 to construct a ramp out ofearth reduces the overall resource cost of resources compared tocarrying the pallets and adjusting the tool to a greater elevation.

FIG. 8 shows an example flowchart describing the process for optimizinga set of excavation tool paths, according to an embodiment. Afterdetecting one or more modifiable obstacles within the site, theobstructed route generator 710 generates 760 a set of excavation toolpaths 660 for the excavation vehicle to remove the obstacles 520. Whileevaluating the cost function associated with the set of excavation toolpaths 660, the route optimizer 725 detects 810 that an opportunityexists to reduce the resource cost for executing the set of excavationtool paths 660 based on the current state of the site 505. For example,based on the current state of the site as described in the digitalterrain model or as recorded by the sensors 135, remaining obstacleswithin the site may all be at an equivalent height above the groundsurface. As a result, the route optimizer 725 generates 815 a set ofsupplementary tool paths instructing the excavation vehicle 115 toadjust and maintain the tool at a greater height than the obstacles,rather than adjusting the position of the tool at each obstacle. Asanother example, the route optimizer 125 may determine that enough looseearth exists within the site at a threshold distance allowing theexcavation vehicle to quickly build a ramp to an obstacle. The routeoptimizer 725 determines 820 an original resource cost for theexcavation vehicle 115 to execute the set of excavation tool paths anddetermines 825 an updated resource cost for the excavation vehicle 115to execute the set of excavation tool paths including the resource costto execute the set of supplementary tool paths. When more efficient, theupdated resource cost is less than the original project time because theset of supplementary tool paths improved upon the less efficient aspectsof the original resource cost. Similar to the selection between theobstructed and unobstructed routes, the route optimizer 725 selects 830the lower resource cost and executes 835 the set of excavation toolpaths associated with the selected resource cost.

VII. Additional Considerations

It is to be understood that the figures and descriptions of the presentdisclosure have been simplified to illustrate elements that are relevantfor a clear understanding of the present disclosure, while eliminating,for the purpose of clarity, many other elements found in a typicalsystem. Those of ordinary skill in the art may recognize that otherelements and/or steps are desirable and/or required in implementing thepresent disclosure. However, because such elements and steps are wellknown in the art, and because they do not facilitate a betterunderstanding of the present disclosure, a discussion of such elementsand steps is not provided herein. The disclosure herein is directed toall such variations and modifications to such elements and methods knownto those skilled in the art.

Some portions of above description describe the embodiments in terms ofalgorithms and symbolic representations of operations on information.These algorithmic descriptions and representations are commonly used bythose skilled in the data processing arts to convey the substance oftheir work effectively to others skilled in the art. These operations,while described functionally, computationally, or logically, areunderstood to be implemented by computer programs or equivalentelectrical circuits, microcode, or the like. Furthermore, it has alsoproven convenient at times, to refer to these arrangements of operationsas modules, without loss of generality. The described operations andtheir associated modules may be embodied in software, firmware,hardware, or any combinations thereof.

As used herein any reference to “one embodiment” or “an embodiment”means that a particular element, feature, structure, or characteristicdescribed in connection with the embodiment is included in at least oneembodiment. The appearances of the phrase “in one embodiment” in variousplaces in the specification are not necessarily all referring to thesame embodiment.

As used herein, the terms “comprises,” “comprising,” “includes,”“including,” “has,” “having” or any other variation thereof, areintended to cover a non-exclusive inclusion. For example, a process,method, article, or apparatus that comprises a list of elements is notnecessarily limited to only those elements but may include otherelements not expressly listed or inherent to such process, method,article, or apparatus. Further, unless expressly stated to the contrary,“or” refers to an inclusive or and not to an exclusive or. For example,a condition A or B is satisfied by any one of the following: A is true(or present) and B is false (or not present), A is false (or notpresent) and B is true (or present), and both A and B are true (orpresent).

In addition, use of the “a” or “an” are employed to describe elementsand components of the embodiments herein. This is done merely forconvenience and to give a general sense of the invention. Thisdescription should be read to include one or at least one and thesingular also includes the plural unless it is obvious that it is meantotherwise.

While particular embodiments and applications have been illustrated anddescribed, it is to be understood that the disclosed embodiments are notlimited to the precise construction and components disclosed herein.Various modifications, changes and variations, which will be apparent tothose skilled in the art, may be made in the arrangement, operation anddetails of the method and apparatus disclosed herein without departingfrom the spirit and scope defined in the appended claims.

What is claimed is:
 1. A method for determining a route for anexcavation vehicle (EV) between a start point and an end point in asite, the method comprising: generating, by a computer communicativelycoupled to the EV, a route between the start point and the end point andthrough a modifiable obstacle, the start point and the end pointrepresented as coordinates in a coordinate space of the site and thegenerated route comprising instructions for removing the modifiableobstacle by repeating one or more target tool paths a number of timesbased on one or more structural properties of the modifiable obstacleand a tool used by the EV to remove the modifiable obstacle, whereinrepeating the one or more target tool paths to perform the generatedroute is more efficient than performing an alternate route; performing,for the generated route, an operation that applies a cost function todetermine a resource cost for the EV to navigate from the start point tothe end point, wherein the cost function considers a weightedcombination of environmental conditions in the site comprising themodifiable obstacle that may affect navigation of the EV from the startpoint to the end point; and responsive to determining that the resourcecost of the generated route is a lowest considered resource cost fornavigating between the start point and the end point, navigating the EValong the generated route between the start point and the end point. 2.The method of claim 1, wherein the generated route further comprises:instructions for removing the modifiable obstacle from the site byadjusting a position of a tool mounted to the EV.
 3. The method of claim1, wherein the instructions for removing the modifiable obstacle causethe EV to adjust the tool to perform one or more of: dynamically gradingobstacles at a height above a baseline elevation by removing earth fromeach obstacle above the baseline elevation; and dynamically fillingobstacles at a depth below a baseline elevation using earth from a dumppile.
 4. The method of claim 1, wherein the instructions for removingthe modifiable obstacle cause the EV to adjust the tool to perform oneor more of: repeatedly lowering the tool below a ground surfacesurrounding the modifiable obstacle; moving the tool over a groundsurface surrounding the modifiable obstacle; and activating an alternatetool to remove the modifiable obstacle.
 5. The method of claim 1,wherein the resource cost of the generated route is directlyproportional to one or more of: a distance between the start point andthe end point; an expected mechanical strain on the EV during navigationalong the generated route; an amount of noise associated with navigatingthe EV along the generated route; and a proximity of risk averse areasto the generated route.
 6. The method of claim 1, wherein the resourcecost of the generated route is inversely proportional to one or more of:a rate at which the EV navigates along the generated route; an averagespeed at which the EV navigates through the site; an amount of fuelavailable to the EV; and a rate at which the EV uses fuel.
 7. The methodof claim 1, wherein the generated route is an unobstructed route, themethod further comprising: responsive to determining that the resourcecost of the generated route is not the lowest considered resource costfor navigating between the start point and the end point, generating anobstructed route between the start point and the end point, theobstructed route comprising instructions for navigating the EV throughobstacles between the start point and the end point and instructions forremoving the obstacles between the start point and the end point;performing the operation that applies the cost function to theobstructed route to determine a resource cost of the obstructed route;and responsive to determining that the resource cost of the obstructedroute is less than the resource cost of the generated route, navigatingthe EV along the obstructed route from the start point to the end point.8. The method of claim 1, wherein the generated route is an unobstructedroute, the method further comprising: responsive to determining that theresource cost of the generated route is not the lowest consideredresource cost for navigating between the start point and the end point,generating a set of obstructed routes between the start point and theend point, each obstructed route of the set comprising uniqueinstructions for navigating the EV through obstacles between the startpoint and the end point and instructions for removing the obstaclesbetween the start point and the end point; performing, for eachobstructed route of the set of obstructed routes, the operation thatapplies the cost function to the obstructed route to determine aresource cost of the obstructed route; selecting, from the set ofobstructed routes, a candidate obstructed route, wherein the candidateobstructed route has a lowest considered resource cost of the set ofobstructed routes; and responsive to determining the resource cost ofthe candidate obstructed route to be lower than the resource cost of thegenerated route, navigating the EV along the selected candidateobstructed route from the start point to the end point.
 9. The method ofclaim 1, wherein the environmental conditions comprise one or more of:an obstacle obstructing navigation of the EV from the start point to theend point; a condition causing physical wear and tear on a surface ofthe EV; and a risk averse area of the site, wherein conditions in therisk averse area of the site affect functionality of the EV.
 10. Themethod of claim 9, wherein the obstacle is a feature of the site capableof hindering the navigation of the EV, the feature comprising one of: astructure within the site; a material within the site; a target toolpath comprising instructions for an alternate EV to navigate between thestart point and the end point; a digital feature of a representation ofthe site, the digital feature further comprising one of: a geofencewithin the site; a route generated for a second EV; and a digitalrepresentation of the obstacle; one or more individuals in the site; andone or more pieces of equipment in the site.
 11. The method of claim 9,wherein a risk averse area of the site is one or more of: an area of wetearth in the site; a rocky area in the site; a large body of water inthe site; and an area in the site where the EV cannot navigate.
 12. Themethod of claim 1, further comprising: responsive to determining thatthe resource cost of the generated route is not the lowest consideredresource cost for navigating between the start point and the end point,accessing a set of candidate routes between the start point and the endpoint, each candidate route of the set of candidate routes comprisingunique instructions for navigating the EV from the start point to theend point; identifying, from the set of candidate routes, an alternateroute from the set of candidate routes with the lowest consideredresource cost for navigating between the start point and the end point;and navigating the EV along the alternate route from the start point tothe end point.
 13. The method of claim 12, further comprising: for eachcandidate route of the set of candidate routes, performing the operationthat applies the cost function to determine a resource cost of thecandidate route.
 14. The method of claim 12, further comprising:identifying, from the set of candidate routes, the alternate route basedon: a total time for navigation over the alternate route; and an amountof fuel expected to be used during navigation over the alternate route.15. The method of claim 12, wherein the set of candidate routes includesa first subset of unobstructed routes and a second subset of obstructedroutes, each obstructed route of the second subset comprisinginstructions for removing at least one modifiable obstacle locatedbetween the start point and the end point.
 16. An excavation vehicle(EV) comprising: a computer communicatively coupled to a controller ofthe vehicle; and a non-transitory computer readable storage mediumstoring instructions determining a route for the vehicle between a startpoint and an end point in a site encoded thereon that, when executed bythe computer, cause the computer to: generate, by a computercommunicatively coupled to the EV, a route between the start point andthe end point and through a modifiable obstacle, the start point and theend point represented as coordinates in a coordinate space of the siteand the generated route comprising instructions for removing themodifiable obstacle by repeating one or more target tool paths a numberof times based on one or more structural properties of the modifiableobstacle and a tool used by the EV to remove the modifiable obstacle,wherein repeating the one or more target tool paths to perform thegenerated route is more efficient than performing an alternate route;perform, for the generated route, an operation that applies a costfunction to determine a resource cost for the EV to navigate from thestart point to the end point, wherein the cost function considers aweighted combination of environmental conditions in the site comprisingthe modifiable obstacle that may affect navigation of the EV from thestart point to the end point; and responsive to determining that theresource cost of the generated route is a lowest considered resourcecost for navigating between the start point and an end point, navigatethe EV along the generated route between the start point and the endpoint.
 17. The EV of claim 16, wherein the generated route is anunobstructed route, the instructions further causing the computer to:responsive to determining that the resource cost of the generated routeis not the lowest considered resource cost for navigating between thestart point and the end point, generate an obstructed route between thestart point and the end point, the obstructed route comprisinginstructions for navigating the EV through obstacles between the startpoint and the end point and instructions for removing the obstaclesbetween the start point and the end point; perform the operation thatapplies the cost function to the obstructed route to determine aresource cost of the obstructed route; and responsive to determiningthat the resource cost of the obstructed route is less than the resourcecost of the generated route, navigate the EV along the obstructed routefrom the start point to the end point.
 18. The EV of claim 16, whereinenvironmental conditions comprise one or more of: an obstacleobstructing navigation of the EV from the start point to the end point;a condition causing physical wear and tear on a surface of the EV; and arisk averse area of the site, wherein conditions in the risk averse areaof the site affect functionality of the EV.
 19. The EV of claim 18,wherein the obstacle is a feature of the site capable of hindering thenavigation of the EV, the feature comprising one of: a structure withinthe site; a material within the site; a target tool path comprisinginstructions for an alternate EV to navigate between the start point andthe end point; a digital feature of a representation of the site, thedigital feature further comprising one of: a geofence within the site; aroute generated for a second EV; and a digital representation of theobstacle; one or more individuals in the site; and one or more pieces ofequipment in the site.
 20. The EV of claim 18, wherein a risk aversearea of the site is one or more of: an area of wet earth in the site; arocky area in the site; a large body of water in the site; and an areain the site where the EV cannot navigate.
 21. The EV of claim 16,wherein the instructions further cause the computer to: responsive todetermining that the resource cost of the generated route is not thelowest considered resource cost for navigating between the start pointand the end point, access a set of candidate routes between the startpoint and the end point, each candidate route of the set of candidateroutes comprising unique instructions for navigating the EV from thestart point to the end point; identify, from the set of candidateroutes, an alternate route from the set of candidate routes with thelowest considered resource cost for navigating between the start pointand the end point; and navigate the EV along the alternate route fromthe start point to the end point.
 22. The EV of claim 21, wherein theinstructions further cause the computer to: for each candidate route ofthe set of candidate routes, perform the operation that applies the costfunction to determine a resource cost of the candidate route.
 23. The EVof claim 21, wherein the instructions further cause the computer to:identify, from the set of candidate routes, the alternate route basedon: a total time for navigation of the alternate route; and an amount offuel expected to be used during navigation of the alternate route. 24.The EV of claim 21, wherein the generated route is an unobstructedroute, the instructions further causing the computer to: responsive todetermining that the resource cost of the generated route is not thelowest considered resource cost for navigating between the start pointand the end point, generate a set of obstructed routes between the startpoint and the end point, each obstructed route of the set comprisingunique instructions for navigating the EV through obstacles between thestart point and the end point and instructions for removing theobstacles between the start point and the end point; perform, for eachobstructed route of the set of obstructed routes, the operation thatapplies the cost function to the obstructed route to determine aresource cost of the obstructed route; select, from the set ofobstructed routes, a candidate obstructed route, wherein the candidateobstructed route has a lowest considered resource cost of the set ofobstructed routes; and responsive to determining the resource cost ofthe candidate obstructed route to be lower than the resource cost of thegenerated route, navigate the EV along the selected candidate obstructedroute from the start point to the end point.
 25. A non-transitorycomputer readable storage medium storing instructions determining aroute for an excavation vehicle (EV) between a start point and an endpoint in a site encoded thereon that, when executed by the computer,cause the computer to: generate, by a computer communicatively coupledto the EV, a route between the start point and the end point and througha modifiable obstacle, the start point and the end point represented ascoordinates in a coordinate space of the site and the generated routecomprising instructions for removing the modifiable obstacle byrepeating one or more target tool paths a number of times and a toolused by the EV to remove the modifiable obstacle, wherein repeating theone or more target tool paths to perform the generated route is moreefficient than performing an alternate route; based on one or morestructural properties of the modifiable obstacle; perform, for thegenerated route, an operation that applies a cost function to determinea resource cost for the EV to navigate from the start point to the endpoint, wherein the cost function considers a weighted combination ofenvironmental conditions in the site comprising the modifiable obstaclethat may affect navigation of the EV from the start point to the endpoint; and responsive to determining that the resource cost of thegenerated route is a lowest considered resource cost for navigatingbetween the start point and an end point, navigate the EV along thegenerated route between the start point and the end point.
 26. Thenon-transitory computer readable storage medium of claim 25, wherein thegenerated route is an unobstructed route, the instructions furthercausing the computer to: responsive to determining that the resourcecost of the generated route is not the lowest considered resource costfor navigating between the start point and the end point, generate anobstructed route between the start point and the end point, theobstructed route comprising instructions for navigating the EV throughobstacles between the start point and the end point and instructions forremoving the obstacles between the start point and the end point;perform the operation that applies the cost function to the obstructedroute to determine a resource cost of the obstructed route; andresponsive to determining that the resource cost of the obstructed routeis less than the resource cost of the generated route, navigate the EValong the obstructed route from the start point to the end point. 27.The non-transitory computer readable storage medium of claim 25, whereinthe generated route is an unobstructed route, the instructions furthercausing the computer to: responsive to determining that the resourcecost of the generated route is not the lowest considered resource costfor navigating between the start point and the end point, generate a setof obstructed routes between the start point and the end point, eachobstructed route of the set comprising unique instructions fornavigating the EV through obstacles between the start point and the endpoint and instructions for removing the obstacles between the startpoint and the end point; perform, for each obstructed route of the setof obstructed routes, the operation that applies the cost function tothe obstructed route to determine a resource cost of the obstructedroute; select, from the set of obstructed routes, a candidate obstructedroute, wherein the candidate obstructed route has a lowest consideredresource cost of the set of obstructed routes; and responsive todetermining the resource cost of the candidate obstructed route to belower than the resource cost of the generated route, navigate the EValong the selected candidate obstructed route from the start point tothe end point.
 28. The non-transitory computer readable storage mediumof claim 25, wherein environmental conditions comprise one or more of:an obstacle obstructing navigation of the EV from the start point to theend point; a condition causing physical wear and tear on a surface ofthe EV; and a risk averse area of the site, wherein conditions in therisk averse area of the site affect functionality of the EV.
 29. Thenon-transitory computer readable storage medium of claim 28, wherein theobstacle is a feature of the site capable of hindering the navigation ofthe EV, the feature comprising one of: a structure within the site; amaterial within the site; a target tool path comprising instructions foran alternate EV to navigate between the start point and the end point; afeature of a digital terrain model; and one or more operators in thesite.
 30. The non-transitory computer readable storage medium of claim28, wherein a risk averse area of the site is one or more of: an area ofwet earth in the site; a rocky area in the site; a large body of waterin the site; and an area in the site where the EV cannot navigate. 31.The non-transitory computer readable storage medium of claim 25, whereinthe instructions further cause the computer to: responsive todetermining that the resource cost of the generated route is not thelowest considered resource cost for navigating between the start pointand the end point, access a set of candidate routes between the startpoint and the end point, each candidate route of the set of candidateroutes comprising unique instructions for navigating the EV from thestart point to the end point; identify, from the set of candidateroutes, an alternate route from the set of candidate routes with thelowest considered resource cost for navigating between the start pointand the end point; and navigate the EV along the alternate route fromthe start point to the end point.
 32. The non-transitory computerreadable storage medium of claim 31, wherein the instructions furthercause the computer to: for each candidate route of the set of candidateroutes, perform the operation that applies the cost function todetermine a resource cost of the candidate route.
 33. The non-transitorycomputer readable storage medium of claim 31, wherein the instructionsfurther cause the computer to: identify, from the set of candidateroutes, the alternate route based on: a total time for navigation of thealternate route; and an amount of fuel expected to be used duringnavigation of the alternate route.